stiegelmeyer



1.1-1. STIEGELMEYER. AUTOMATIC CGNTROL FOR STEAM AND ELECTRIC RAILWAYS.

Pafanted Dec. 14, 1920.

APPLICATON HLED SEPL [9. I918.

3. E. STIEGELMEYER. AUTOMATIC CONTROL FOR STEAM AND ELECTRIC RAILW 1,362,,44R

AYS.

Patented Dec. 14, 1920.

APPLICATION FILED SEPT- l9, I918.

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In vern PG/ma J. E. SHEGELMEYER.

AUTOMATIC comm roa STEAM AND ELECTRIC RAILWAYS.

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J. E. STIEGELMEYER.

AUTOMATIC CONTROL FOR STEAM AND ELECTRIC RAILWAYS APPLICATION men SEPT. 19, T918.

1 362,445. Patented Dec. 14, 1920.

ethane/1W J. E S'HEGELMEYEH.

AuTuMAnc CONTROL FOR STEAM AND ELECIRIC HAILWAYS.

:EF'PHCATION FILED SEPT 19, 1H8. 1,3 2,445, Patented Dec. 14,1920.

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w I auwuboz 41/040 7E:hnI.,She 1me eg 1. E. STIEGELMEYER.

AUTOMATIC CONTROL FOR STEAM AND ELECTRIC RAILWAYS.

APPUCAHON FILED SEPT-19,19IB- 1,362,445, Patented Dec. 14, 1920.

10 SHEETSSHEEI I.

Swuentot JbhnE.,Sfle-9elmeye6 J. E. STIEGELMEYER.

AUTOMATIC CONTROL FOR STEAM AND ELECTRIC RAILWAYS.

MPULMIONFILEDSEPTJEL19H! 1,362,445, Patented Dec. 14,1920.

IU SHLL1S-SHLLI 8 I. E. STIEGELMEYHL AUTOMATIC CONTROL FOR STEAM AND ELEOTRICRAILWAYS.

APPLICATION FILED SEPT. 19, 1918.

1,362,445. Patented Dec. 14,1920.

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AUTOMATIC comm FOR STEAMAND memo RAILWAYS.

m'ucmoa nun SEPT. 19. 1918. 1,362,445, Patented Dec. 14, 1920.

10 snuers suzu mv mmmumw} mewto'z WWW UNITED JQHN EDWARD STIEGELMEYER.

OFFICE.

OF INDIANAPOLIS. INDIANA.

Specification of Letters Patent.

Application filed September .19, 1918. erial No. 254,703.

. 2? of! whom may 0011mm... 7

e it known that 1. Jon): E. S'rinccn- Marni-z. a citizen of the United States, residii 1 at Indianapolis. in the county of Marion and State of Indiana. have invented a new and useful Automatic Control for Steam aa-l lllcctric Railways. of which the followin a specification.

Tilt, object of my invention is to provide an apparatus. cooperatively associated with the throttle alve of a locomotive (or the. main controlling lover or member. Whatmer ts character, depending upon whether the locomotive he steam. electric, etc.) by his of which the motive force may he. a mimatically withdrawn independent of T action of the driver. but of snch char that the driver may by deliberate and ruler manipulation of the apparatus. rent. such automatic action.

i further object of my invention is to provide means by which an appropriate signal. shl'uving the condition of the appaizle .l of the track. may he automatically or rated in the locomotive cal).

\ Further object of my invention is to c mechanism by means of which apnriate portions may he automatically ill-TH into and out of operative condition live to controlling apparatus along the tra ir. depending: upon the direction of movement of the locomotive.

A further object of my invention is to so clonal; the apparatus. or an essential portion of it. Ihat an breakage or lhosening of the farts-mag members will cause anautomatic Withdrawal of motive force from the locolTiOl l Vt.

Panther objects will appear; from the dciailed description and claims.

The accompanying drawings illustrate my iroxenlion. Figure 1 is a diagram of the arrangement of apparatus in and on the locoill 1 "c: Fig. 2 a. detail in partial section of tin-i aratus immediately.employed for antomaln all]; shifting the main control mem' V in? of the locomotive. this member, in the pr ent instance, being shown as the steam thn "tie valve commonly employed. This ap mratus is more fully shown in U. S. Patents Nos. 871.375 and 828,344; Fig. 2 is a section of the cylinder in Fig. 2; Fig. 3 a section of the direction valve; Fig. 4 an Fig. 5 an axial elevation in partial aee' tion of said valve; section of the proceed valve; Fig. 3 a plan of aid valve: Fig. 7 a section on line T T oi Fig; (3; Fig. 8 a section on line R---R of Fig. [3; Fig. 9 a front elevation in partial vertical section of the rah signal; Fig. I!) a side elevation in partial vertical section of the cab signal; Fig. 11 a section of the righthand trip device; Fig. 12 a section on line iii--12 of Fig. 11; Fig. 13 a partial plan oi. the righthand trip device: F lg. 14 a vertical section (on a smaller with) on line 1{14. of Fig. 13 of the inackct by means of which the trip de vices; are attached to the tender truck; Fig. la? a side elevation of the blocking rail and clearing r'ail: Fig. 15 a plan of the parts shown in Fig. Fig. in a section on linc l6--li of i 15: Fig. l? a section on line 1T---l7 of Fig 15; Fig. iii a section on line.

[R -18$ oi" Fig. 3:): Fig. 15) a section on line ill-J9 of Fig. i i: Fig. 1! a plan of the tent 42 en aging segment 43 in the nsnal manner. illonnted on lever 41 is a. hell crank 44, one arm of which is connected to the rletent -12 and the other arm of which is connected to a chain 45 which is passed over pulley 46. thence. around pulley 47 and attached at 48. Fuller 4*? is .jonrnaled in the salad of a piston roll all) carrying a piston 50 mounted in an air cylinder 51 and normall urged in one direction by spring 5 Leading into one end of cylinder 51 is pipelfiil which is connected to the train line pipe 54 (see Fig.1) at a point between the usual engineefis Valve, and stop cook 56, the arrangement being such that. so long as normal train line pressure is maintained in cylinder 51, chain 45 will he slacked and lever 41 free to be shifted in either direction by the driver. but, so soon as there is a drop in train lined pressure helow the strength of spring 52 said spring will oper- Patented Dev. 14, 1920.-

valve to closed position.

T he direction raZve.-In order to ai1to-' matidally place vsribus portions of the a parat us in proper relative position, depen mg upon whet forwardly or backwardly, I provide a valve D (see Figs. 1. 3 and 4), the position of which is deter mined by the position of the linkage. Of course if the locomotive is-an electric locomotive, there will no linkage: but there will be an equivalent revere ing mechanism, some member of which will be utilized to controlthe position of my proceed valve.

The direction valve P comprises a casing,

60, having a'valve chamber 61 connected by a pipe 62 with the train line pipe 54 be tween the-engineers .valve 55 and ,the stop cock 56. Leading from valve chamber 61 into a pocket 63 on one face of casing 60 is a passage 64. The pocket 63 is formed upon a finished face of casing 60 which mafy be 2 clamped upon a suitable portion 65 o the framework of the locomotive, the arrangement being such that any displacement of this iastenin will cause a leak in the train line "pipe anfi thereb cause an automatic closing ofthe tliiott e valve andapplication of brakes.

Leading from chamber 61 are two passages 66 and 67 which are-suitably ported into chamber 61 and'iietween which is arranged an exhaust passage 68. leading to atmosphere. Coiiperatin with the'ported inner ends of passages &; and 67 and exhaust passagefifl is arrotary valve 69 which permits alternate access between the rted ends of w: v: 66 and=67 and the interior of chem r 61 or exhaust passage'68. Also mounted in chamber 61 is a'rotary operating stem '{0 having a non circular connection 71 with valve, 66. The stem 70 is journaledin casing 60 and projects therefrom. as shown in Fig. 3. It 1s acked againstleaka by a ring acking 7 which 13 kept'tight y a 8 l between the operatin meml i ei and t a ve 69 and holdin m5 valve 911 i?) seat which is the ported .ace of cash 1 e outer end of stem 70 is formed as indicated at 74 in Fig. 3 so thatit may be projected into a diametrical sloti formed at the axis of the lever 75 (Fig. 1) of the linkage,,the arrangement being such that a swin'ging of" the lever: 75 to elthcr'extreme of its-movement (z. a, for eitherforwlard or backward running) will carry valve: 69 to its corr nding extreme position and lever will t en be free to be shifted toward 26ml running position Without shifting the valve 69.

There is a slight possibility that valve 69 L5 might stick and fail to operate and I, there er the engine is to proceed fore, make the stem '70 hollow, as indicated at 76 and connect this chamber with the interior of chamber 61, the arrangement being such that any abnormal resistance to movement of valve 69 would cause lever 75 to shear or break the end 74 of member 70 and thus cause a leakage from the train line pipe, which would cause a closing of the throttle 40 and application of brakes. Leading from we: 66 and-67 are pipes 78 ively, which are connected to the proceed valve.

The proceed waiver-In any system of automatic cut oil of motive force, due to an entry into an occupied block, it is necessary so at times to permit the driver to enter the block. This is the case not only under a system of permissive blocking Where a sec ond train may be permitted to run at cantion speed in an occupied block, but is absolute y essential in the case of a pusher hichmust of course, be allowed to enter, Ad normally operate in, a block section oc cdpied by the train which it is pushing.

Any entry of an occu ied block must, of course, be permitted on y after the driver has been compelled to erform certain specified. anipulations w ich cannot unintentione: y be performed. For this purpose, I provide what I call the proceed valve P.

Valve P (see Figs. 1, 5, 6, 7 and 82 comprises a main casing 80, in which is ormed a chamber 81, provided with port passages 82 and 83 and an intermediate exhaust passage 84, with which a D valve 85 cooperates. The chamber 81 has gas end closed by a head 86' in which gis formed a cylindrical chamber 86. The other end of chamber 81 is closed by a head 87 in which. is formed a c lindrica chamber-"88'; A rod 89 extends t rough c mber 8-1 and carries a piston 90 which fits bL/ylinder 86 and a. piston 91 which chem r 88. An '0 rating lever-9'2 is pivoted to the outer on of rod 39 and is alsogpivoted. to a link -93 pivoted to case, 1 1n r ,1

ipe 78 is connected to a passage 94 leading into the outer end of c linder 86 and ipe 79 ]connects to a simi ar passe 95,

ending. into theouter end of eylin er $8.

An. inwardlyxopeningichegk valve 96 is or ranged in; assage Mfsnd a similarly arran? chec valve 97 is in passage 9'5, said chec valves closing communication normally in one direction between said pass es .94 and 95, respectively, 53d the chemv r L-thrpugh passe 84' a 95- A pipe 9 .leai s from passage see) a cross pipe, 98? under the tender ands-pipe 99 leads from aseage 83 to a; similar cross pipe 99'. Lea ng into chaniberSl is a pas sage 100 which is connected-Thy a pipe 101 to the proceed-valve auxiliary reservoir 16% which is provider". for the purpose of ion nishing an adequate volume of air for certain purposes without draining too heavily on the train line.

The trip devices.-l\flouuted upon the for- Ward truck of the tender are too tri 1 devices, RT and LT, at the right and lril. rospectively. These trip devices are identical except that one is righthand and the other lcfthnnd, so that, in most particulars, :1 d scription of one of these devices will he sufficient. Referring now to F igs. 11. and 12 particularly, the righthand trip device The trip'device comprises a laterally-projectable finger 120 which is arranged hori zontally at right angles to the track line. Finger 120 carries a roller 121 Finger is carried by a shaft 122 which is rotatshlc and axially shiftable in the main casing 122- of the trip device and carries, at one end. a piston 124 ivhich is mounted in a cylinder 125 provided with pipe connections 126 and 127 at opposite ends of the cylinder, Sheff. 122 carries an arm 128 which, at its outer end, carries a finger 129 arranged parallel with the axis of the shaft 122 and he ring an axial extent enough greater than the axial play of shaft 122 to compensate such move ment. Shaft 122 and fingers 120 and 125), as well as arm 128, are hollow and receive air from cylinder 125 so that, in case o1 break-- age, there will he a drain on train line pres: sure sufficient to cause a closing of tho tin-ob t le valve and brake application.

Finger 129 is projected transversely through a plunger 130 which is slillahly mounted in a sleeve 131 sliduhlv mounted in the main casing 123. Pluri jer inn is hollow and is} sleeved over a fixed who lit and provided with a packing gland 1:53 to maintain an air-tight sliding connection with tube 132. Plunge;- 130 is capable of a limited amount of play independent of sleeve 131..

Sleeved over tube 132 is a tubular piston rod 134 adapted to engage plunger 133 and drive it in one direction. Piston rod 13-1 carries a piston 135 which fits a cylindrr 13o which receives air through a pipe 1:1? which is connected to passage 127. Formed at right angles to cylinder 136 is a cylinder 140 in which is mounted a piston 141 carry ing a rod 142. Piston rod 142 is arranged vertically and is supposed to normally some its lowest position under the action of gravity, but to insure this lower position at proper times, I project the upper end of the rod enough so that when the piston in its upper position, the rod will pro oi-t into the bore in which the hollow rod 134 is mounted an annular cam groove 143 being formed in said tubular rod 1.34 to permit such projection. Rod 142 lies in a chamber 144 and carries a D valve 145 which cooperates with a passage 146 and an exhaust passage 14-7, alternately connecting passage 146 with chamber 144 and with exhaust extensions 98" and 118'. extension 51% li'zlillilpj to passage 126 oi the trip device ll'l while extension l leads to passage 12? ol' the trip device L'l. (ross pipe 9!) as provide-l with an extension 5151 \Vllllll f filii'Wlh with passage 12? of the trip lllVll'U HT. and with an extension 99 which connm'ts Xlill paissugi 126 of the trip device L'l.

i muunmicating with passage 126 of curl:

of he trip devices, is a passage 2011 con net-ted hyl a pipe 201 with the interior of chamber 144.

Formed at right angles to the axis of sleeve 131 is a hure 20:) into the lower end of \i'hivh leads a passage 206 which is conalerted luv :1 pipe 207 with the train line pipe .11. Arranged in bore 205 is an up nordl vpresented valve seat, upon which nmmally rests a valve 20% which nor molly urged dpwnivard upon its seat by a sprin 211%? having a n'wulile abutment 210, provided irith a roller 21], adapted to seat either in a shallow notch 212 or in av can) groove 211i fol-111ml in sleeve 131. There is n winner-thin 214, riermitting a limited unomu of play, hetwecn the stem of valve 131 6- and ilnabutment member 210. Leading from lmii? 2%)? is an exhaust passage 215 'u'iilvll is uncovered when valve 203 is per 'niiiioil in rise from its scat.

3:1 order to make a record of each conr c :11 iuation ot' the trip Shaft 122, T pro- 'E l vi u i'hilll'll'l 2111 on each trip device and li'nopr-ratung lever 217 of this counter is ;i cried in to engagement with sleeve 13-1,

ss indicated in dolled lines in Fig. 11.

liofiuuso of the continuous possibility that one o! the other of the trip devices may lul l'i lll(ll1;lll V displaced, from its his inning on the tender truck, I deem it adiisehle to pro ide a support of such charthat any displacement or breakage will ineviishly result in a closing of the throttle waive and a, brake application. Each trip dmice is, therefore, provided with a fin ished supporting face 220 which is ported at 221 and bolted upon the face 222 of bracket 223, said bracket being hollow and ported at 224 to register with port 221. Port 21 is connected to the passage to which pipe 207 is connected. Bracket 223 comprises two arms between .Which the truck frame 225 may he clamped and each of these arms, on its frame-engaging face is provided with a pocket 226 which is in communimtion with the interior of the bracket, as clearly shown in Fig. 14, and which is normally sealed against communication from atmosphere by gasket 227 and the bolts which serve to clamp the bracket upon the truck frame, the arrangement being such that on rs-slings of the bracket, or displacement :1? connection between the trip device and tho low-ind, or bolween the hracket and the truck frame, will roduce a leakage in tho train line pipe, WllICll will cause a closing of tho throttle. valve and brake application.

In order to cause a similarclosin of the throttle vulva in case of improper e'akags from the interior of plunger 130, the in terior of tube H2 is oonnected by a pipe 228 with pipe 2 .37-

The not!) signed. (See Figs. 9 and 1l).)- In order that the driver may at all times be advised ss to he condition of the apparatus and the trawl: blocks in which his engine is located, I mount tincob signal C5? immodialoly in from: of the driver in the locomotive on T =5 signal comprises two similar but indsp of, sin'rsal units one for for Ward nlovsnzcnn son the oifihor for backward movenlsnl of iii? ionomotivo. Each slsxnoni comprisws sylinciei' 230 in which is mounted a pisson 533i, normally urged in danger direction by n spring 235 The rod 233 of piston 23R. is connootod to a signal 31TH the position of which will indicats ills condition of he apparatus and track block in which ihs losoniotivc is operatin 'lfo rrylindor 230 oi the forward indicator is oor-nsvlsl so pips 3&8. while ills yliniloi of lilo "om-i: indi ator is com ppzmr l3: ni'i'anged all smni tiis Hook, along c the giroing ioiook, is a tripping rail wi h givotnlly sun portnd at oils and in n snissbls housing in l. snd iii in if-E'Wnlfil will i (2. at the and groiniing n of tlfl-Vfil, is o pnhie oi w in norms? h? l cmnl:

zed

P lflfii ojl ono arm. of n l-EE oil's!!! $11!; of which is nl; 1453 vi. the operating lstsn, the an en the trip n tion and the is in operative (l-swim will. he was? wall; ""5 lion if Fool it 5 Eh -213 of Pavia ng rail form of i which how d s n glint, no, wool; plo

bc hereof? (i 3 wit? All movomsnla, bc- A as indicated in Fig. 22 at X, and as indimated by the several nonnnllyclosed but somewhat easily disrupted connections Y in Fig. 15.

T111 trip mail operating mnoivines. (See Figs. 19 and 20.) ----Tl1e tripping rail is normally held in upper and inoperative posilion by the catch mechanism of the machine, which is provided for returning it to normal position, but it passes to danger position, i. 0., lockin position, by the action of gravity upon rseassof the otch mechanism.

The operating machine comprises a shaft 260 provided with a level Elli to which link 25-; is attached. Secured to shaft .260 is an arm 262 which carries at, its outer end a pawl 263 to which is pivoted a link 264- wliirh is, in turn, pivoted to a boll crank 26.) pivoted on arm 262. Bell crank 265 is connector] to a sliding latch 266 ai1'an ed alongside of arm 262 and normally urge in one direction by spring 267. Latch 266 ooopersces with a pawl 268 which. carries an en-mstui'o 269 of an slectnomagnet 276 which is carried by an arm 274 which is secured lo and pnrtakes of the movementof, arm 262. In the normal position shown in Fig,

20,. pawl 263 is engaged and held up by a pin 273 carried by a gear 274 journaled on shaft 260, said gear meshing with a pinion 275 carried by shaft 276 which carries a worm 'wheel 271. mshing with worm 278 carried by the Qmft of an electric motor 2*?9. Connecfiions may be had between shaft 276 and the usual semaphore arms which may be desired at the adjacent block.

The circuit of motor 279 comprises in port, the'terminsis 280 and 281 which are normally held separated by the ngngemont of mm 221 with tsrminals 281. 1115 Under normal conditions, tlac minute UHHCQ of a current in the usual closed circuit of a standard blocking circuit will maintain a current in elcctromagnol: 270 and the parts will he held in the position shown in Fig. 20. Whomfm any reason. the signal cir cuit is broken, magnets 270 will be lilenerizod, whereupon, catch 268 will. be with drawn by the a riion of gravity on the various part: from .lgtch266 and pawl 263 will bo no longer able to hold the parts in position, but, instead, they will drop and mm 261 will swingso as to' permit the'twip ping mil to drop to its operative 'tion, this movement closing terminal'd lilponizs terminal 280. -Whe, ever the signal circuit.

isstnblishod, it will not npontha nsunl relay to closo the circuit of lholion 278 whom; npoznil'ic' next following pinfm Wfil m" into engagement with pawl 263 and will 185 rsiss the parts to normal position, nnn,271 coming inn engagement with tannins! $1 and opening 1'. a motor circuit when "the ilots iI-Bi 'fi sesumed complain normality.

iz pemfiz'mzs issuming the rsversing the trip finger lever of a locomotive to be set for forward motion, the direction valve 69 will be set so as to establish communication between train line and pipe 78 and between pipe 79 and atmosphere. l pon the establishment of train linev pressure in the system, the following conditions will be set up:

Train line pressure entering cylinder 86 through passage 94 will push piston rod 89 to the left (Fig. 5) and set the D valve 85 Train line pressure by reason of a llfttrain hne pressure in the position shown. will exist in chamber 81 ing of valve 96. This will pass from chamber 82 into pipe 98 and will also pass through passage 100 and pipe 101 into the roceed auxiliary reservoir 102. Any possibility of pressure within passage 83 and the associated parts will be prevented by reason of its connection through the D valve 85 with the atmosphere passage 84. The pressure flowing through pipe 98 and cross pipe 98 (Fig. 1) will pass through branch 98" into passage 126 of therighthand trip device RT and at the same time will pass through extension 98' into passage 127 of the hit hand trip device LT. Piston 124 of trip device RT will be projected to the position shown in Fig. 12, piston of the-left hand trip device to the entry of that device, wil be shifted to the opposite position incyli'nd r 125. As a consequence, '20 of device RT will be projected laterall into the line 01 the tripping rails, while the device LT LT, due

will. be held inwardlyand therefore out of line of the tripping rails on the left hand side of the track.

In the lefthand tripping device LT, pressure having beenf'receiVed in cylinder 125 through passage 127, that pressure will also pass through pipe 137 into cylinder 136 and will shift piston to the left (Fig. 11), this movement shifting hollow plunger 130 to the left and swinging shaft 122 of device LT through a small angle, so as to move finger 120 of device LT downwardly a. small portion ofjits tion b any tri devices Whenever the finger 120 0 device T is projected laterally into line with the tripping rails.

Train line pressure having entered cylin-' der 125 of device RT through passage 126, passes through passage 200 and pipe201 into chamber 144 and piston 14,0, soas to raise valve 145 of device RT to the posi tion shown in Fig. 11, thus permitting train pass. through passage 146 and pipe 148 t the ri hthand or forward, CS and shift itssig clear position, as shown n Fig. 9. 'No tr ih line pressure having been the tri Kn pressed iiy atripping rail, it cannotheagaiu 130*? line pressure to indicator of ca sign'a nal arm to th.

permitted to ,lent er through pipe 149,. the

of pressure through passage 127 he corresponding finger of.

ossible stroke, but. not suflicient to older it from possible actua- 81 through passage while the corresponding f the interiors of brackets vup upon chain 45 and close spring of the back-up indicator of cab signal CS will carry that arm to danger. Train line pressure will also pass from train line pipe 54 through pipe 207 and passage 206 into bore 205 below the seat of valve 208, but said valve is held against the action of this train line pressure by a spring 209 and the abutment 210, roller 211 of which lies in notch 212 of sleeve 131.

Train line pressure through pipe 228 will exist within tube 132 and the entry of plunge]; 130, and will also pass from the lefthand end of cylinder 125 of trip device RT into the interior of shaft 122 of that device. There will also be train line pressure in pocket 63 of the direction valve and 223 and pockets Aiill (Fig. 14-).

If the engineer desires to drive his engine buckwardly, he will shift his reversing lever and this Will shift lever 75 which, in turn, will shift the direction valve 69 so as to reverse the parts, finger 120 of device RT being drawn inwardly toward the track and finger 120 of device LT being projected outwardly into the line of the tripping rails. This action will cause a limited downward movementof finger 120 of device RT when it is retracted, due to the application of trainline pressure into 0 linder 136 upon piston 13%- of device RT 111 a manner already described and under these conditions, both of the trip in fingers 120 will be partiallydepressed %his would cause a depression of Valve 145 of device RT and cons sequent connection of cylinder 230 of the forward cab signal with atmosphere, so that its signal arm would drop to dangcig thus notifying the driver by'a visual sig-,

\ gagement with sleeve 131 and bringing cam slot 213 into line with roller 2ll, thus relieving the pressure upon spring 209 and permitting the train line pressure to escape from passage 206 through exl iaust 215. thereupon releasing the pressure within cyl inderv 51 and permitting spring 52 to tighten throttle 40. at the same time making an application oithe brakes in the usual manner, line pre 'ssure reduction. Whenever one of ing device fingers-120. has been dedue to train with train line pressure.

' -f rom cylinder 136.

clearing rail.

returned to normal except by either manual manipulation or by engagement with a If, however, the driver desires to proceed into a block which has been set against him and is proceeding forwardly, he will press forwardly upon lever 92 of the proceed valve. This will shift valve 85, in opposition to the train line'pressure, which exists in cylinder 86, so as to connect passage 82 with atmosphere and paisa e 83 with the interior of chamber 81 n con' uently,

This W11 roduce u on the tri devices RT andL exactly t e same e ect as would be produced by a shiftingmof the direction valve, as already descn d, retracting the finger 120 of device RT and projecting finger 120 of device of device LT has no efiect because there would be no tripping rail at the lefthand side in this vicimt but the retraction of the finger 120 of t e device RT will shift this finger out of line of the tripping rail and permit the locomotive to pass the danger-set tripping rail without any actue-' tion. The retraction of the finger 120 of device RT is accomplished, however, by a flow of train line pressure through extension 99" into passage 127 of device RT and consequently, there will be a flow of train line pressure through ipe 137 of device R' l into cylinder.136 so t at piston 135 of this device will be shifted and cam 143 will enage rod 142 and shift valve 145 of device T downwardly, so as to connect assage 146 with the atmospherepassage 14 so as to exhaust the train line pressure which existed in cylinder 230 of the"forwar d cal) signal, and, conse uen-tly, this forward cab si nal will pic up and display in the cab w ere the driver will 'see it, the danger signal.

The driver will maintain his pressure upon lever 92 until the tripping dev'ice has been, )assed, whereupon, it may be released and the proceed vai'w will resumei ts mormal forward running position, ail; 'il'eady described, and finger 1200i evice fiT will be reprojected to operative position and finger 120 of device ill will be retracted t0 inoperative icsitio'n'. Fin er120 of device RT will then be; in n eprcssed position, with the inner end of its plunger 130 in engagement With l-eeve 131. The .for ward cab signal, hhwever. will remain set at dan r, because piston 135 of the device R can only be returned to normal by manual operation, although the return of the proceed valve its normal forward running ition has exhausted the pressure When the driver approaches the next if the block, about to beentripping rail 7 1 tered is clear: the projectedand previously,

against the train, the

LT. {Ihe projection of the finger 120 ward: portion of t e cab. signarwilf'h depressed finger 120 of device RT will come into engagement with the clearin rail 254 and be raised up by the action 0, that rail so as to return plunger 130 oi. deviceRT to its normal position, acting upon piston rod 134 to shift )iston 135 to the right (Fig. 11). This will rin cam oove 143 opposite the upper end 0 rod 1 2 and )ermit the train line pressure in cylinder 1 0 to raise valve145 and, reestablish communication be tween the cylinder 230 of the forward element of the cab signal and train line pressure, so that this portion of the cab signal will be moved to clear. sition. If the oncoming tripping rail isset river must either.

again manipulate his Exceed valve in the manner already descri if he desired to proceed, and if he fails to do so and procoeds nevertheless, there willbe an actuation of the apparatus to produce a reduction of train linepres'sure and an application of the brakes, in the manner alread described, by the action of the trip ing rail and the foragain set against him. If. the driver Inampulates the glanced valve in the manner alread descri to passthis new tripping rail, t e cab signal/will again pick up the closed signal of that block.

, In case of a backwardmotion of the locomotive, train line pressure will enter. cyliir der 88 and thus automatically cause the cylinder 86 to be exhausted to atmosphere and rod 89 to move to theright (Fi 5) thus automatically setting up the con 'tion 0 posite to that shown in 5. -This in shift operating lever 92 to t e op sition, so thatwhen the driver esires to proceed inst a block in a rearward direction. he will pull back upon lever 9210 accompish that result, the action being the same 'nefieet asthat already described. In ase'ot any 1' break of. any of the parts, as already descri e ,there will be an.

inevitable leakage of tram lne re which will rateto close throt e valve and the. rakes i A I l It will be noted that with the construction which has been described, any attempt to pass a block without special and intentional a manipulation of the apparatus, willv inevitably result in a closin of the throttle valve and a seflain of the rakes; that any abnormal cpnditlon in the track circuit will result ina gravitymovementof the tripping rail in position, and a consequent automatigie osmg of the throttle .valve' and setting 0 the brakes ilrth? block is uuin tentionallyentereillfflthatahvmaticelljlproduoein the l otive 1i indicationshowing that a block has deliberate m nip ati on jot as,

n order 'gpaim'axnpp ,j' locking con, to

tieml n tentionally entered and that this signal does not become obliterated except as a result of a deliberate resetting of the apparatus manually ata point distant from the cab, or by an automatic resetting as a result of )assing into a clear block; and that any d isar rangcment ol' the apparatus, resulting from accident or intentional mutilation, will result in a condition which will cause a clue-- ing oi" the throttle valve and a setting of the brakes, thus putting the driver under notice of an abnormal condition which re quires remedy before procedure.

I claim as my invention: 1. An automatic locomotive control comprising a member controlling the motive force manually, an air cylinder and piston, a connection between said cylinder and train line, means under the control of said piston for shifting the motive-force controller to closed position upon absence of train line pressure in said cylinder, a direction valve, :1 proceed valve comprising a shiftable valve member and means by which said valve member may be manually positionedatrain line connection leading, to the direction valve. air connections between the direction valve and the proceed valve by which the proceed valve will be automatically conrollcd by the direction valve, two trip dc 'iccs one upon either side of the track line .ud each com n'ising a trip member procctablc into and out of operative position, )rcssure controlled n'icans for shiftin,g said rip members, and connections between said lressure controlled means and the proceed 'aire, an indicator in the locomotive cab or indicatingforward-travcl conditi ns, an ndicutor in the cab for indicating baclo raid-travel conditions, pressure controlled icons for shifting said indicators to safety -osition, means independent ot train line ressure for shifting said indicators to (Ianer position in the absence of train line pres ire, and connection between said indicans and the respective pressure-controlled malls of the tr devices.

2. An amour-a1 a; locomotive control comrisiug' a motive force control, a manuallyntrolled member for controlling said moveforce control, a pressure-controlled eans acting upon said manually-controlled ember for closing the motive force conol in the absence of train line pressure, trip echanism actuatable by means arranged ongside the track for causing a"w1th- 'awal of train line pressure, pressureconolled means for shifting said trip mechasm into and out of act-b e cooperation with id track means, and a proceed valve com- 'ising manually-controlled means for re rsing, the normal pressureeffect on the essnre-ccntrolled trlp shifting means. 3. An automatic locomotive control emu isine a motive force controllefi, e/m anually-controlled member for controlling, said? pressure controlled trip shifting means, and

signal mechanism in the cab for indicating the fact of proceed valve manipulation.

4. An automatic locomotive control comprising-a motive force controller, means for normally manually operating said controller, train-line pressure controlled means comprising an independent motor for preventing manual manipulation of the motive force controller in the absence of train line pressure, trip i'nechanism operable by track comlitions for automatically decreasing train line pressure, means under manual control for shifting said trip mechanism into and out of normal operative position, train line pressure controlled means for an tomatically shifting said trip mechanism into and out of normal operative position, and cab signal means for indicating track conditions avoided by manual manipulation of the manual trip mechanism control.

5. An automatic locomotive control comprising a motive force controller, means for normally manually operating said controller, train-line pressure controlled means comprising an independent motor for preventing manual manipulation of the motiveforce-controller in the absence of train line pressure, trip mechanism operable by track conditions for automatically decreasing train line pressure. means under manual control for shifting said trip mechanism into and out of normal operative position, and train line pressure controlled means for automatically shifting said trip mechanism into and out of normal operative position.-

6. An automatic locomotive control com l prising a proceed valve consisting of a main casinp halving a valve chamber: formed therein, 1-tvvo supply passages ported into said chamber,- an exhaust passage also ported into saidmhambef', a valve adapted to connect said supply pas sages alternately with the chamber and the exhaust passage, a piston structure to actuate said valve y train line pressure, and manually-controlled means by which said valve may be actuated nieansby which said valve may beactneted in a direction opposite to train-lineepres sure actuation, and an auxiliary reservoir connected to said chamber.,

8. In an automatic locomotive control, it

trip mechanism comprising an aniall shiftable and angularly rocking trip 8 aft, a train line pressure holdi valve normally held closed, means-contro ed by .e; rocking of the trip shaft for releasi said valve, train line ressure controll indicating means,a vi ve for controlling flow of train line pressure to said indicating means, tram line pressure controlled means for; shifting the trip shaft axially, and train line pressure controlled means coordinated with said last-mentioned train line pressure controlled means for rocking the trip shaft in one direction. V i

9. An automatic locomotive control comprising a trip device consisting of'an axiallyshiftable rock shaft, 3 cylinder and piston for shifting said rock shaft axially, connections for admitting train line pressure to opposite ends of said cylinder, :1 plunger acting upon said rock shaft to rock it in one direction, a piston acting upon said plunger in one direction, a cylinder containing said piston, train line ressure connections at one end of said cy index, a valve mounted in a train linepressure receiving chamber and cooperating with acdischarge passage and an associa ted exhaust passage, :1 cylinder and piston structure ofi'octed by train line pressure witliih said chamber for shifting the valve in one direction, connections between said last-mentioned valve and the plunger actuating piston,for shifting the valve in up ositlon to train line essure, nnd s train ine exhaust valve conctmg with the plunger.

tion.

10.. An automaticlocoinotive control comprising members having line pressure receivm empties, saidcevitlee being norosedby ri id/port-ions of the su i "tend 'norniall helii turbanee of. operative relat onship of said ports *Willrau'se rain line pressure reduc- I1. silihnnntic control com,

pr sing wint rs Ey ech n a n mall znelntained trnii'nline presail're brake- .8" bleeding' said line to set eh. g 4

having an indicatable controllin "line pressureireeeivi of said indicating member and connected to the train line, and a motor normally and yieldingly acting upon said cylinder Jond piston in opposition to train line prcssure.

12. In an automatic locomotive control, comprieiug a movable member for engage-- rent with an operating member alongside liliejtrliclc, a supporting bracket for said movable member, said supportirng, bracket having twin-line pressure-receiving cavities having open ends normally closed by contact with supporting. members on a train element, and clamping means for normally holdin said bracket in placei 13. w n an automatic locomotive control, a suplporting bracket comprising two mating ho .ow arms formed for attachment to a truck frame, said hollow arms having open ends closed by contact with the truck frame and lmvin means for connecting their in teriors wit train-lineressnre," and a movmom or carried by said bracket in POSltlOIl to be operated by an opeil'gting member arranged alongside the true 14. In an antometic locomotive control, a su porting bracket comprisin two mating ho low arms formed for n-ttac iment to upper and lower surfaces respectively of a truck frame, said hollow erms having open ends closed b contact with the truck frame and with eac other and having means for connecting their interiors with train line pressure, and a movable controlling member carried b said bracket in position to be c erated y an operating member arranged a, ringside the track.

15. In an automatic locomotive control, a supporting bracket comprising two mating hollow arms formed for nttacl'zment-to upper and lower surfaces respectively of a truck frame, said hollow arms having open ends closed by contact with the truck frame, and having means for connecting their interiors with train line pressure and a movable controlling member carrie by said bracket in position to be operated y arr-operating member arranged alongside the track.

16. 'In an automatic locomotive control, a sugporting bracket comprising two meting ollow arms formed or attachment to a truck frame, said hollow arms having open ends closed by contact with the true frame and with each other, and having means for connecting their. interiors wit train line pressure, and a movable controlling member carried by said bracket in position to be 0 rated b an operatingmemher arm .alongsi' e the track.

. In witness "whereof, I have hereunto set my hand at Indianagolis, Indiana, this seventeenth day of soap sand nine-bundle and er hteen. 

